Steam powered vehicle

ABSTRACT

A passenger automobile or the like is steam power driven by providing a flat planar boiler beneath the passenger compartment and intermediate of the main drive steam turbine and the combustion chamber which, depending upon whether the vehicle is front wheel driven or rear wheel driven, may be located alternatively at the front or rear of the vehicle.

United States Patent Conwell 1 June 27, 1972 [54] STEAM POWERED VEHICLE[72] Inventor: Phillip J. Conwell, RR #1, PO. Box 35,

Mount Orab, Ohio 45154 [22] Filed: May 25, 1970 [21] Appl.No.: 39,966

[52] [1.8. CI. ..180/67, 122/3, 122/279 [51] Int. Cl ..B60k 3/00 [58]Field of Search ..180/67, 36; 122/3, 279

[56] References Cited UNITED STATES PATENTS 1,920,907 '8/1933 La Mont..180/67 2,047,080 7/1936 Maniscalco... 2,116,718 5/1938 Stubbs .1

OTHER PUBLICATIONS IE D oble-Detroit Steam Car, Sept 22 1917 TheAutomobile, New Burner in Doble Steamer" April 5, 1917, pp. 700- 702Primary Examiner-Benjamin Hersh Assistant Examiner-John P. SilverstrimAttorney-Robert G. McMorrow [57] ABSTRACT A passenger automobile or thelike is steam power driven by providing a flat planar boiler beneath thepassenger compartment and intermediate of the main drive steam turbineand the combustion chamber which, depending upon whether the vehicle isfront wheel driven or rear wheel driven, may be located alternatively atthe front or rear of the vehicle.

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ATTORNEY PATENTEDJUHZY I872 3.672 O48 SHEET 3 or 4 INVENTOR. PH/LL/P a.CONWELL,

C WWWW ATTORNEY STEAM POWERED VEHICLE BACKGROUND OF THE INVENTION 1.Field of the Invention This invention relatesto steam power generatorunits and more particularly to an automotive vehicle incorporating thesame.

2. Description of the Prior Art Because of the great amount of airpollution resulting from extensive use of the internal combustion engineas thepower means for automotive vehicles and the like, attempts havebeen made to construct steam power generating units useful inconventional or altered automotive designs to replace the internalcombustion engine as a direct drive method for propelling the vehicle.One of the major problems in producing an economically competitive powerunit which will provide sufficient horsepower to compete with theinternal combustion engine, involves the position of the boilerassociated with the combustion chamber for transforming the heat of thecombustion of products into pressurized steam capable of driving theturbine which is, in turn, mechanically coupled to the vehicletransmission system.

In the past, the boiler was either located at the front of the vehicle,that is, in front of the passenger compartment, or

SUMMARY OF THE INVENTION The present invention relates primarily to ahigh capacity, small sized boiler of planar configuration which liesimmediately beneath the passenger compartment at the center of theautomotive vehicle. This allows the other components of the system to bereversely positioned as desired or, altematively, both the combustionchamber and the main drive turbine may be placed in the same section ofthe vehicle, i.e., to the front of or behind the mid section carryingthe boiler. Preferably, the combustion air passes in one direction alongone side of the boiler, the full length of the same, reverses itsdirection for passage over another bank of hot water tubes prior toagain reversing direction to pass rearwardly through an exhaust duct.Preferably, an enlarged air intake tube concentrically surrounds theexhaust duct to preheat the combustion air prior to entering thecombustion chamber. The combustion chamber may be centrally located inthe front portion of the automobile, beneath the hood, for directpassage of the products of combustion onto one of the banks of the hotwater tubesjThe boiler heats the water under pressure which then entersa separate steam drum above the water level in the drum bottom, with thewater flashing into steam which is then directed to a primary turbine atthe rear of the vehicle and within the trunk, with this turbine actingas the main drive turbine and coupled mechanically to a rear wheeltransmission system. An auxiliary turbine at the front of the vehicleadjacent the combustion chamber selectively receives steam to drive thegenerator, burner fan, condenser fan, condensation pump, boiler watercirculating pump, fuel oil pump, and to power the hydraulic pumps forthe brakes and steering and/or the air conditioning unit of the vehicle.Primary condensation of the steam occurs in a condenser located at thefront of the vehicle, replacing the conventional internal combustionengine cooling liquid radiator. Preferably, the steam is initiallyforced through a heat exchanger, then to the condenser and back to theheat exchanger, to precool the exhaust steam condensate from the turbineprior to entering the condenser. Water from the condenser is pumped bythe condensate pump through the heat exchanger where the water is warmedprior to entering the bottom of the steam drum. A water makeup tank anddrum replenishes water into the steam drum to maintain the water levelat an established limit. The vehicle ignition switch controls a solenoidvalve which in turn controls delivery of fuel oil to the combustionchamber burner. A pressure controlled switch, responsive to pressure inthe steam line at the top of the steam drum, operates a variablemechanical valve in the fuel line and also reduces the volume of air inthe intake duct by control of louvers, thus reducing the supply of fueland air to the combustion chamber when pressure increases above thelimit value. A heat sensor, located between the boiler and the exhaustduct, senses boiler temperature to terminate delivery of fuel when thetemperature is above a limit value. A thermocouple on a header close tothe tubes actuates a solenoid valve in the fuel oil line to terminatethe supply of the same if the heat exchange tubes become excessivelyhot. A capillary tube in the line from the condenser to the condensatepump and thence to the bottom of the stream drum senses the condensedwater temperature to operate a four-way valve controlling the return ofthe exhaust steam condensate from the turbine so as to bypass thecondenser and feed the turbine exhaust steam condensate directly throughthe heat exchanger to the condensate pump, allow full flow of theturbine exhaust steam, first through the heat exchanger, and then to thecondenser prior to entering the steam drum via the condenser pump, orprovide partial flow to the condenser and through the bypass to thecondenser pump.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a plan view of the steampower generating unit of the present invention as applied to a rearwheel driven automobile of conventional design;

FIG. 2 is an elevational, sectional view of the vehicle of FIG. 1, takenabout lines 2-2;

FIG. 3 is a plan view, in section, of a portion of the steam power unitof FIG. 2, taken about lines 3-3 and illustrating, in particular, theboiler;

FIG. 4 is a sectional, elevational view of the boiler shown in FIG. 3,taken about lines 4-4;

FIG. 5 is a front elevational view of a portion of the unit illustratedin FIGS. 1 and 2;

FIG. 6 is a sectional view, taken about lines 55 of FIG. 2;

.FIG. 7 is a sectional, elevational view of a portion of the blowerillustrated in FIG. 5;

FIG. 8 is a sectional view of the primary drive turbine shown in FIGS. 1and 2;

FIG. 9 is a sectional, elevational view of a primary drive tur bineshown in FIG. 8, taken about lines 9-9; and

FIG. 10 is a partial sectional view of a fluid restrictor carried byeach tube of the left bank of FIG. 3.

DESCRIPTION OF THE PREFERRED EMBODIMENT The steam power generating unitof the present invention is particularly applicable to the contemporarypassenger automobile and, as illustrated in FIGS. 1 and 2, thegenerating unit 10 is adapted to fit the existing space within aconventional automotive vehicle 12, in this case the vehicle is of therear wheel driven type. As such, the three principal components of thepower unit comprise an intermediate boiler 14, an axially alignedcombustion chamber 16 at the front end of the vehicle, beneath hood l8,and a primary drive turbine 20 positioned in the rear of the vehicle,behind the rear seat 22 and lying beneath it to the front of trunk area24. As such, the boiler, which is flat and planar in form andconstituting a thin rectangular unit, lies directly beneath thepassenger compartment 26 and extends generally the major part of thewidth and length of the same. Boiler l4 constitutes a high capacity,small size unit occupying a small space, such as that existing beneaththe mid section of an automobile. Of course, the complete unit may beotherwise reversed, with the combustion chamber positioned at the rearof the vehicle and the main drive turbine placed atthe front of thevehicle or, alternatively, both major units may be placed in the sameend of the vehicle.

While the present steam power generating unit of the present inventionis illustrated as being particularly applicable to the automotive fieldand, in particular, a conventional passenger automobile, it is obviousthat the unit may be employed to propel any type of land service,utility, convenience or recreational vehicle or any type of water craftor aircraft which requires a pushing or pulling propeller. Further,while the steam power generating unit is illustrated as powering apersonal vehicle, such as an automobile, it may readily power masstransit type vehicles, even mass transit rail system vehicles whichemploy multiple sets of main drive turbines, depending upon the size ofthe vehicle, or multiple vehicles of an articulated nature.

The power generating unit burns conventional fuel oil, kerosene, commonpetroleum fuels, gaseous powdered coal, and nuclear materials, although,in the illustrated embodiment, a fuel tank 28, located conventionally atthe rear of the vehicle within the trunk area 24, supplies fuel througha line (not shown) to a fuel oil pump 30, which pressurizes the same anddelivers fuel through tube 32 to the fuel burner nozzle 34 positionedwithin combustion chamber 15. In this respect, the combustion chamber 16and the boiler 14 are surrounded by thermal insulation 38 to reduce heatloss. A conventional battery 40 supplies the necessary electrical powerto the ignition coil 42 and electrode 44 within the combustion chamber16. Means further operate the fuel oil pump 30, the boiler watercirculating pump 46, the burner fan or blower 50. The fuel oil pump 30in turn pumps oil into the combustion chamber 36 while the burner fan orblower 50 forces air under pressure into the combustion chamber formixing with the fuel while the ignition of the fuel air mixture occursthrough electrode 44. Meanwhile, the boiler water circulating pump 46circulates water in the closed water/steam circuit.

In this respect, the combustion air enters the rear end of air intakeduct 52, as indicated by arrows 54, under suction pressure and passesradially outward from the vanes of the blower 50, discharging intolateral duct 54 where it makes a left turn to enter the combustionchamber 16. Combustion of the fuel air mixture in the combustion chamber16 raises the temperature of the air in the chamber due to combustion ofthe same. As a result of operation of air blower 50, the hot air andcombustion products pass into the boiler tube and air pass compartmentor boiler 14 passing over the left tube bank section 56 comprising aplurality of tubes in serpentine fashion which extend and fluid connectinlet header 58 and common header 60, FIG. 3. After heating the boilertubes in the left bank 56, the heated air passes around the end oflongitudinal baffle 62 which partially separates the left tube banksection and the right tube bank section 66, as indicated by arrow 64,FIG. 1. Then, the heated air continues under pressure of the blower 50,and is forced over and around the tubes in the right tube bank section66 of the compartment. After the heated air passes over and around allof the coils 68', making up both bank sections, the heated air leavesthe boiler tube and air pass compartment 14 through exhaust duct 68 andis discharged to the atmosphere. As the heated air is forced through theboiler tube and air pass compartment in the direction prescribed, fromthe left boiler tube bank to right boiler tube bank, the water, whichenters header 70, flows in the opposite direction through the boilertube and air pass compartment from header 70 through the right tube bank66, to common header 60 at the rear of the compartment, and then throughthe left bank section 56 to the left bank header 58. Fluid restrictors63 are carried by the tubes of bank 56 adjacent common header 60, FIG.10. The boiler tubes 68' forming the same remain full of water and thesteam drum 72 con tains water in its bottom portion. The water is forcedby boiler water circulating pump 46 into header 70 at the front end ofthe right boiler tube bank 66, and through the header 70 into theindividual boiler tubes 68 making up the same. In the right tube bank66, the water temperature is raised to a continuously higher degree asthe water progresses through the tubes toward the rear of the bank (asthe tubes become closer to the heat source). At the rear of the boilertube'banks, the heated water enters the common header 60, joining theright and left boiler banks together and the heated water' crosses overto the left boiler tube bank 56, enters the individual tubes 68' carriedthereby, with the water being heated to a still higher degree as itapproaches the heat source (combustion chamber 16). Having reachedmaximum temperature at the forward end of the left boiler tube bank 56,the heated water enters header 58 which is located at the forward end ofthe left boiler tube bank. From this header 58, the water is forced intothe steam drum via drum delivery tube 76 which enters the steam drum 72at approximately its mid section. As the heated water enters the steamdrums, above the water level in the drum bottom, the water flashes intosteam since the water in the boiler tubes is at a pressure 50 to 60pounds higher than the pressure existing in the steam drum.

A particular feature of the present invention is the preheating of thecombustion chamber air supply via the concentric arrangement between theair intake tube 52 and the combustion products exhaust tube 68 whichextends axially through the same and is spaced slightly from the largerdiameter intake tube 52. Thus, as the heated air leaves the boiler tubeand air pass compartment or boiler 14, the air flows through the exhaustduct 68 which extends through the center of the air intake duct or tube52. The incoming air is warmed causing better combustion by preheatingthe air.

Steam is delivered from the steam drum 72 to the unit 10 at two places.Steam passes via two steam delivery tubes 78 to the main drive turbine20 which powers the vehicle into motion while additional steam isdelivered via auxiliary tube 80 to the auxiliary turbine 82. Theauxiliary turbine mechanically powers such auxiliary equipment as thegenerator 184 by pulley and belt means (not shown), the burner fan orblower 50 via shaft 86, the condenser fan 88, 'the condensate pump 90,the boiler water circulation pump 46, the fuel oil pump 30, andhydraulic pumps for brakes and steering and air conditioning components(not shown). Components 30, 46, 84, 88, and are illustratedschematically as having pulleys although none of the belts coupling thesame to drive shaft 86 are shown. These components, while necessary tothe system, are employed within the present system of the invention inconventional fashion.

Steam thus leaves the outlet in the top of the steam drum 72 and passesto the main drive turbine 20 through a delivery or feed line 78 whichextends through the boiler tube and air pass compartment or boiler 14,due to its thermal insulation 38 (on vehicles with the steam drum anddrive turbine on opposite ends of the vehicle) to the main drive turbine20. Steam drum 72 carries pressure relief valve 173. The steam is thendelivered over four feeder lines, two main feeder lines 92 and 94, andauxiliary lines 96 and 98.

Reference to FIG. 8 illustrates the operation of the dynamic andstatically balanced main drive turbine. The turbine 20 comprises anouter stator section 100 which may be of cast metal or the like andwhich supports, for rotation, an inner rotor 102 with the stator shaft106 being supported by various bearings 104 throughout its length.Sealing means are provided and, essentially, the majority of the steamexpands and passes outwardly from the center through the labyrinth ofstator and rotor blade passages, causing rotation of the rotor shaft 106which in turn carries bevel spur gear 108. Gear 108 is directly steerthe vehicle under control of a conventional steering wheel axiallyshiftable, centrifugally operated governor 110 through a driven spurgear 1 12 mounted on shaft 114. Centrifugal weights 116 operate to shutoff flow of steam to the turbine by means of a valve 129 via mechanicallinkage 131. At the opposite end of shaft 114 from the bevel spur gear112, should the turbine start to overspeed. Gear 118 in turn meshes withspeed reduction gear 120 in turn coupled to the rear wheel drive shaftfor rear wheel 122 via fluid drive transmission means 121. Thus in thiscase, the front wheels 124 are free-wheeling and steering wheel 126.Lever 128 is employed for closing valve 129 with lever 128 pivoting onpin 130. The turbine is disconnected by means of a shifting levermounted on the steering column or on the floor. That is, when the leveroperates the gears in the transmission, the turbine is disconnected atthe same time and point. When the transmission is in neutral, theturbine is disconnected (see FIG. 9), the auxiliary steam feed lines 96and 98 are employed to deliver steam under pressure, and independently,through reversely oriented, single-stage turbine blades 132 coupled tothe rotor shaft. Reverse blade steam control valve 97 selectivelydirects steam thereto. The steam then passes to respective outlets 134and 136 on right and left hand sides of the vehicle. Most of the steampasses via main feeder lines 92 and 94 to the turbine sectionsintermediate of rotor blades 132 and exits through return lines 138 and140. The path of the steam through the respective lines and the turbineitself is illustrated by the various arrows in FIG. 8. Thus, for primaryvehicle movement, steam enters the main drive turbine 20 through the twocenter feeder lines 92 and 94 and, in expanding, forces the turbinerotor 102 to rotate. The accelerator pedal (not shown) operates thecontrol valve and thus permits the operator to control the main driveturbine speed as desired. As the rotor rotates, the vehicle is propelledthrough gears on the rotor shaft which drive the drive gear, thetransmission and the differential in the same manner as a conventionalautomotive transmission system. As the control on the free-wheeling ofthe turbine rotor, the main drive turbine has one reversed vane or bladeon each end of the rotor, these constituting vanes 132, with steam beingsupplied to the reverse vanes through the two outermost feeder lines 96and 98. Delivery of the steam to the auxiliary or special feeder lines96 and 98 is under control of the vehicle operator through valve 97 andmay be accomplished in any one or all of three ways. Control may becoupled via linkage to the brake pedal (not shown), or by furtherlinkage the accelerator pedal (not shown), and by linkage to a manualcontrol for use when descending steep grades. Thus, the application ofsteam to the reverse blades tends to drive the turbine rotor in adirection opposite to that with which it is normally driven by deliveryof steam through the primary feeder lines 92 and 94.

In any case, regardless of how steam is applied to the turbine, thesteam leaves the main drive turbine 20 through the exhaust ports 134,138, 140, and 136 in the low pressure end of the turbine casing andpasses through an appropriate common return line 142 to the heatexchanger 144 located to one side of the combustion chamber 16 andforward of the boiler As mentioned previously, some of the steam passesvia line 80 to the auxiliary turbine 82, turbine 82 comprising twoduplicate units 83 and 85, each receiving steam via independent feederline 146. As the rotor of the auxiliary turbine rotates, the rotor shaft86, extending through each end of the turbine casing, rotates pulley 148to power the auxiliary equipment. Steam leaves the auxiliary turbine 82through two exhaust ports in the lower pressure ends of the turbinecasing and passes through line 150 where the return steam is deliveredto heat exchanger 144 along with steam from line 142 through a commoninlet tube 152.

Thus, the steam which is exhausted from the main drive turbine 20 andthe auxiliary turbine 82 is forced through the heat exchanger 144 andthen the condenser 154 via line 156. A four-way valve 158 is positionedin this line and is connected to heat exchanger delivery line 156,condensate pump delivery line 160, condenser supply line 162, andcondenser return line 164. Condenser supply line 162 delivers exhauststeam from the turbine after its passage through heat exchanger 144 tothe inlet side of the condenser 154, while condenser outlet line 164delivers the condensed liquid back to the heat exchanger 144 after firstpassing through the condensate pump 90 which causes the condensed liquidto move under pressure through line 166, and from the heat exchanger 144directly to the bottom through inlet 169 of the steam drum 72, viareturn line 170. Thus, primary condensation occurs in the condenser 154where the steam is returned to water with the cooling effect of theambient temperature air being forced over the condenser coils throughthe suction pressure created by operation of the cooling air fan 88. Theheat exchanger 144 assists in the condensing process by passing thecooler water, coming from the condenser, via lines 164, 160, and 166,past the exhausted steam within heat exchanger 144 which enters inlet152 to the heat exchanger and passes via line 156 to the four-way valve158 prior to entering condenser 154 through inlet line 162. The eflect,therefore, is precooling of the exhausted steam prior to entry into thecondenser. Water leaving the condenser is pumped by the condensate pumpthrough the heat exchanger 144 in a reverse path where the water iswarmed when it passes by the exhaust steam on its way to the condenser154. The warmed water is then forced back to the bottom of the steamdrum 72 through line 170 and inlet v169 thereto.

Since the water supply for steam generation is limited in a closedcircuit system, two water control features are employed in the presentinvention. A water makeup tank and pump 172 is preferably employed forreplenishing the water into the steam drum should the water level recedebelow an established limit due to leakage or the like and, by theprovision of sealed-water collection lines and a pump 174 which pumpswater that may leak at critical points back into the steam drum 72.

To assure that the boiler 14 is always operated under control,additional controls are placed on the fuel supply line, the air intakeduct 52, and the exhaust duct 68. A solenoid valve 177 is placed in thefuel oil supply line 32 and is operated by closing and opening thevehicle ignition switch. Further, pressure control sensor 176 is coupledto the steam line 78 at the top of the steam drum and when excessivepressure is achieved, the control sensor operates the variablemechanical valve 176 in the fuel line and further dampens air in theintake duct by control of louvers or vanes, thus reducing the supply offuel oil and the air to the combustion chamber. Reference to FIG. 6illustrates the provision of a series of vanes or louvers 180 which arepivotably supported in a circumferential array within duct 52 at theentrance to the blower 50. Further, each of the vanes 180 includes anL-shaped operating lever 186 which is coupled to a wire ring 184 whichin turn is actuated by a crank arm 186. The crank arm is coupled to areciprocating shaft 188, coupled at its opposite end to a pressureoperated diaphragm 190 which forms, in conjunction with casing 192, achamber 194, which is fluid coupled via tube 196 to the top of the steamdrum. When excessive fluid pressure occurs within the steam drum 72, thediaphragm 190 is forced downwardly, moving the blades to the closedposition shown in FIG, 6. When the pressure decreases, a coil spring 198on the opposite side of the diaphragm forces the vanes toward openposition, allowing the incoming air to be forced into the combustionchamber in response to operation of the blower wheel 50. An additionalmechanical connection may be made from the operating shaft 188 to thevariable mechanical valve 176 carried by the fuel line for reducing orcompletely shutting off the delivery of fuel to nozzle 34 within thecombustion chamber 16.

The same valve 176 may also be coupled to a heat sensor (not shown)located in the zone between the boiler tube and air pass compartment orboiler 14 and the exhaust duct 68 which heat sensor tends to reduce thesupply of oil to the burner nozzle 34, should the boiler 14 becomeoverheated. Finally, a thermocouple on the header line, close to theindividua] tubes, operates in response to an excessively hightemperature to actuate valve 177 and to terminate the supply of fuel tothe combustion chamber if the temperature of the individual water tubesbecome too high;

From the above description, it is obvious that t the steam power unit ofthe present invention constitutes a practical, safe, and economicalmethod of producing an operable steam powered vehicle. In particular,the construction of the boiler is particularly applicable to anautomotive vehicle of conventional design while providing a large enoughheat transfer area to supply steam in enough quantity to power a turbineof sufiicient size to not only propel the vehicle at required speed andpower desired, but allow some of the steam to be diverted to poweringauxiliary equipment and all of this is accomplished without reachingcritical pressures and temperatures. The power generating unit of thepresent invention may readily operate from 100 to 1,000 psi or evenhigher although it is intended to operate from 100 to 300 psi, therebyallowing the use of available antifreeze as an additive to the boilerwater for cold weather protection.

Due to the inefficient mixture of oxygen and the combustives in the fueland the lack of a sufficiently high temperature and time for burning,the internal combustion engines presently employed in the automotivefield that use either gasoline, diesel fuel or propane, are incapable ofcomplete combustion, thereby admitting pollutants to the atmosphere.There well may be a complete prohibition of the use of internalcombustion engines in the future and it is with this thought in mindthat the present invention becomes even more useful since, with theexternal combustion steam generating unit as set forth above, it ispossible to obtain a more complete combustion due to the highertemperature maintained in the combustion chamber and the more efficientmixture of oxygen and fuel combustives. Further, with the externalcombustion engine of the present invention the choice of fuels isrelatively unlimited and fuels which are void of additives may bereadily employed while, in present internal combustion engines designed,it is necessary in many cases to provide additives to the fuel, such aslead to slow down detonation. The steam powered generating unit of thepresent invention thus supplies the power required for most conventionalvehicles, with maximum economy and, at the same time, eliminates thenoise vibrations and, more importantly, the pollutants harmful to thehealth of the nation which are characteristic of the internal combustionengine type of automotive vehicles.

The boiler and turbine are constructed to comply with the National SteamBoiler and National Steam Engine and Turbine Codes, respectively. Forexample, a relief valve would be on top of the steam drum. The startermotor is connected to the auxiliary turbine shaft by a clutch devicewhich permits it to not run the generator; it permits the starter motorto remain stationary when not in use. The restrictor nozzles are aunique and necessary feature of this boiler. The proper location andsize of the nozzles is essential to the boiler operation. Without therestrictor nozzles, the boiler would be of no use as it would notoperate properly (see FIG. 3). No boiler is constructed exactly likethis boiler. Combustion is completed before the hot gases come intocontact with the cooling affect of the tubes, thereby eliminating carbonmonoxide.

What is claimed is:

1. in an automotive vehicle having a passenger compartment intermediateof the front and rear wheels thereof, a steam turbine geared to one setof said wheels and having an external combustion chamber for generatingthermal energy, a high capacity, small size pancake type boilerunderlying said passenger compartment for transferring heat from theproducts of said combustion chamber to recirculated water carried bysaid boiler for in turn generating the steam necessary to drive saidturbine, the improvement comprising:

said pancake boiler comprising a thin, rectangular insulated casing,extending generally the width of and the length of the passengercompartment of the vehicle,

said combustion chamber lying at the forward end of said vehicle, therear end of said combustion chamber being coupled directly to the inletend of said boiler,

a longitudinally extending baffle wall extending the major length of theboiler to define two parallel counterflow passages for the products ofcombustion,

a water outlet header carried at the forward end of the passage whichopens up directly into the rear of the combustion chamber,

a water inlet header carried at the front end of said second passage,

a common header at the rear end ofboth passages,

two banks extending respectively between said front and rear headers inrespective counterflow passages to fluid couple said common header tosaid water outlet header and said water inlet header,

a gas outlet passage near the front end of said second passage,

an exhaust duct fluid coupled to said outlet passage and extendingrearwardly along one side of said boiler,

a duct concentrically carried in spaced parallel fashion by said exhaustduct and connected to said combustion chamber for delivering preheatedcombustion air thereto,

a blower carried by said air duct for forcing combustion air underpressure into said combustion chamber and thence through said boiler tosaid exhaust duct,

a condenser carried by said vehicle for cooling the exhaust steam fromsaid turbine and condensing the same,

a steam drum fluid coupled to said condenser for receiving condensate,

means fluid coupling said inlet and outlet headers,

means for circulating water under pressure from said steam drum to thetube banks of said boiler for heating the same,

whereby said high pressure heated water returning from said boiler tosaid steam drum flashes into steam upon entering the same, and

means for directly connecting the steam drum to said turbine fordelivering steam thereto.

2. In an automotive vehicle having a passenger compartment intermediateof the front and rear wheels thereof, a steam turbine geared to one setof said wheels and having an external combustion chamber for generatingthermal energy, a high capacity, small size pancake type boilerunderlying said passenger compartment for transferring heat from theproducts of said combustion chamber to recirculated water carried bysaid boiler for in turn generating the steam necessary to drive saidturbine, the improvement comprising:

said pancake boiler comprising a thin, rectangular insulated casing,extending generally the width of and the length of the passengercompartment of the vehicle,

said combustion chamber lying at the forward end of said vehicle, therear end of said combustion chamber being coupled directly to the inletend of said boiler,

a longitudinally extending baffle wall extending the major length of theboiler to define two parallel counterflow passages for the products ofcombustion,

a water outlet header carried at the forward end of the passage whichopens up directly into the rear of the combustion chamber,

a water inlet header carried at the front end of said second passage,

a common header at the rear end of both passages,

two tube banks extending respectively between said front and rearheaders in respective counterflow passages to fluid couple said commonheader to said water outlet header and said water inlet header,

a gas outlet passage near the front end of said second an exhaust ductfluid coupled to said outlet passage and extending rearwardly along oneside of said boiler,

a duct concentrically carried in spaced parallel fashion by said exhaustduct and connected to said combustion chamber for delivering preheatedcombustion air thereto,

a blower carried by said duct for forcing combustion air under pressureinto said combustion chamber and thence through said boiler to saidexhaust duct,

a condenser carried by said vehicle for cooling the exhaust steam fromsaid turbine and condensing the same,

a steam drum fluid coupled to said condenser for receiving condensate,

means fluid coupling said inlet and outlet headers,

means for circulating water under pressure from said steam drum to saidtube banks of said boiler for heating the same,

whereby said high pressure heated water returning from said boiler tosaid steam drum flashes into steam upon entering the same,

means for directly connecting the steam drum to said turbine fordelivering steam thereto,

a heat exchanger fluid coupled to said turbine exhaust line and saidcondenser, and having first closed fluid passages for receiving steamexhausted from said turbine prior to entering said condenser, and havingother fluid passages in heat exchange relationship thereto for receivingcondensed steam from said condenser prior to return to the steam drurn,

whereby said exhaust steam prewarms the entering said steam drum,

a condensate pump for pumping condensed water under pressure to saidsteam drum, and

selectively operated valve means to direct exhaust steam from theturbine throughxthe heat exchanger, and directly to the condensate pumpto bypass the condenser, or to direct all, some, or none of the turbineexhaust steam from the heat exchanger to the condenser, and thence tothe pump for return through the heat exchanger to the steam drum.

3. The vehicle as claimed in claim 2 further comprising a thermostatoperatively coupled to the inlet side of the concondenser water denserpump for controlling said multiple position valve means.

4. The vehicle as claimed in claim 3 further comprising; a plurality ofshiftable vanes positioned within said combustion air intake duct and toone side of said blower wheel, and pressure responsive meansmechanically coupled to said vanes and responsive to steam pressure insaid steam drum for conand mechanically coupled to said common actuatingmeans, whereby; said spring tends to move said diaphragm and saidoperating shaft to a vane full open position while fluid pressure actingon the opposite side of said diaphragm tends to move said vanes to fullyclosed position.

6. An automotive vehicle comprising a centrally located passengercompartment intermediate of the front and rear wheels thereof, a steamturbine overlying the set of rear wheels and geared thereto for drivingthe same, an external combustion chamber at the front of said vehicleand a pancake boiler comprising a rectangular insulated casing extendinggenerally the width and length of the passenger comparttrolling theposition of said vanes whereby air flow to said combustion chamberisdamped in the intake duct by closing the vanes in response toexcessive steam pressure.

5. The vehicle as claimed in claim 4 wherein said air intake ductincludes a cylindrical passageway, said shiftable vanes comprise aradial array within said passageway and at right angles to the axisthereof, crank arms carried at the outer ends of said vanes, a commonoperating ring coupled to saidcrank arms, and said pressure responsivemeans comprises a casing carrying a spring biased, movable diaphragm anddefining a closed chamber fluid coupled to said steam drum, an actuatingshaft extending from said diaphragm through said casing wall ment of thevehicle and lying underneath the same with the front end opening intosaid combustion chamber for free passage of the combustion products intosaid boiler, a longitudinal bafile separating said boiler into twoparallel counter flow gas passages, headers carried at respective endsof said passages and water heating tube banks extending between saidheaders and in the path of said combustion products, an exhaust ductcoupled to said boiler at the front end and extending rearwardly alongone side of said boiler for exhausting said combustion products fi'omsaid vehicle, a large diameter intake duct concentrically positionedabout said exhaust duct and spaced therefrom to define an air intakepassage running counter flow to said exhaust duct passage, a blowercarried by said combustion air intake passage for delivering air underpressure to said combustion chamber and thence to said boiler foreffecting heat transfer to the water within said bank of tubes, acondenser carried at the forward end of said vehicle, a steam drum, aheat exchanger, conduit means for delivering exhaust steam from saidturbine through said heat exchanger to said condenser and back throughsaid heat exchanger to said stream drum, and a four-way valve forselectively directing exhaust steam from said turbine through said heatexchanger, said condenser, and via a separate return path through saidheat exchanger to said steam drum, or to fully or partially bypass saidcondenser, and means responsive to the temperature on the inlet side ofsaid condensate pump for varying the position of said four-way valve.

I i I! i i

1. In an automotive vehicle having a passenger compartment intermediateof the front and rear wheels thereof, a steam turbine geared to one setof said wheels and having an external combustion chamber for generatingthermal energy, a high capacity, small size pancake type boilerunderlying said passenger compartment for transferring heat from theproducts of said combustion chamber to recirculated water carried bysaid boiler for in turn generating the steam necessary to drive saidturbine, the improvement comprising: said pancake boiler comprising athin, rectangular insulated casing, extending generally the width of andthe length of the passenger compartment of the vehicle, said combustionchamber lying at the forward end of said vehicle, the rear end of saidcombustion chamber being coupled directly to the inlet end of saidboiler, a longitudinally extending baffle wall extending the majorlength of the boiler to define two parallel counterflow passages for theproducts of combustion, a water outlet header carried at the forward endof the passage which opens up directly into the rear of the combustionchamber, a water inlet header carried at the front end of said secondpassage, a common header at the rear end of both passages, two banksextending respectively between said front and rear headers in respectivecounterflow passages to fluid couple said common header to said wateroutlet header and said water inlet header, a gas outlet passage near thefront end of said second passage, an exhaust duct fluid coupled to saidoutlet passage and extending rearwardly along one side of said boiler, aduct concentrically carried in spaced parallel fashion by said exhaustduct and connected to said combustion chamber for delivering preheatedcombustion air thereto, a blower carried by said air duct for forcingcombustion air under pressure into said combustion chamber and thencethrough said boiler to said exhaust duct, a condenser carried by saidvehicle for cooling the exhaust steam from said turbine and condensingthe same, a steam drum fluid coupled to said condenser for receivingcondensate, means fluid coupling said inlet and outlet headers, meansfor circulating water under pressure from said steam drum to the tubebanks of said boiler for heating the same, whereby said high pressureheated water returning from said boiler to said steam drum flashes intosteam upon entering the same, and means for directly connecting thesteam drum to said turbine for delivering steam thereto.
 2. In anautomotive vehicle having a passenger compartment intermediate of thefront and rear wheels thereof, a steam turbine geared to one set of saidwheels and having an external combustion chamber for generating thermalenergy, a high capacity, small size pancake type boiler underlying saidpassenger compartment for transferring heat from the products of saidcombustion chamber to recirculated water Carried by said boiler for inturn generating the steam necessary to drive said turbine, theimprovement comprising: said pancake boiler comprising a thin,rectangular insulated casing, extending generally the width of and thelength of the passenger compartment of the vehicle, said combustionchamber lying at the forward end of said vehicle, the rear end of saidcombustion chamber being coupled directly to the inlet end of saidboiler, a longitudinally extending baffle wall extending the majorlength of the boiler to define two parallel counterflow passages for theproducts of combustion, a water outlet header carried at the forward endof the passage which opens up directly into the rear of the combustionchamber, a water inlet header carried at the front end of said secondpassage, a common header at the rear end of both passages, two tubebanks extending respectively between said front and rear headers inrespective counterflow passages to fluid couple said common header tosaid water outlet header and said water inlet header, a gas outletpassage near the front end of said second passage, an exhaust duct fluidcoupled to said outlet passage and extending rearwardly along one sideof said boiler, a duct concentrically carried in spaced parallel fashionby said exhaust duct and connected to said combustion chamber fordelivering preheated combustion air thereto, a blower carried by saidduct for forcing combustion air under pressure into said combustionchamber and thence through said boiler to said exhaust duct, a condensercarried by said vehicle for cooling the exhaust steam from said turbineand condensing the same, a steam drum fluid coupled to said condenserfor receiving condensate, means fluid coupling said inlet and outletheaders, means for circulating water under pressure from said steam drumto said tube banks of said boiler for heating the same, whereby saidhigh pressure heated water returning from said boiler to said steam drumflashes into steam upon entering the same, means for directly connectingthe steam drum to said turbine for delivering steam thereto, a heatexchanger fluid coupled to said turbine exhaust line and said condenser,and having first closed fluid passages for receiving steam exhaustedfrom said turbine prior to entering said condenser, and having otherfluid passages in heat exchange relationship thereto for receivingcondensed steam from said condenser prior to return to the steam drum,whereby said exhaust steam prewarms the condenser water entering saidsteam drum, a condensate pump for pumping condensed water under pressureto said steam drum, and selectively operated valve means to directexhaust steam from the turbine through the heat exchanger, and directlyto the condensate pump to bypass the condenser, or to direct all, some,or none of the turbine exhaust steam from the heat exchanger to thecondenser, and thence to the pump for return through the heat exchangerto the steam drum.
 3. The vehicle as claimed in claim 2 furthercomprising a thermostat operatively coupled to the inlet side of thecondenser pump for controlling said multiple position valve means. 4.The vehicle as claimed in claim 3 further comprising; a plurality ofshiftable vanes positioned within said combustion air intake duct and toone side of said blower wheel, and pressure responsive meansmechanically coupled to said vanes and responsive to steam pressure insaid steam drum for controlling the position of said vanes whereby airflow to said combustion chamber is damped in the intake duct by closingthe vanes in response to excessive steam pressure.
 5. The vehicle asclaimed in claim 4 wherein said air intake duct includes a cylindricalpassageway, said shiftable vanes comprise a radial array within saidpassageway and at right angles to the axis thereof, crank arms carriedat the outer ends of said vanes, a common operating ring coupled to saidcrank arms, and said pressure responsive means comprises a casingcarrying a spring biased, movable diaphragm and defining a closedchamber fluid coupled to said steam drum, an actuating shaft extendingfrom said diaphragm through said casing wall and mechanically coupled tosaid common actuating means, whereby; said spring tends to move saiddiaphragm and said operating shaft to a vane full open position whilefluid pressure acting on the opposite side of said diaphragm tends tomove said vanes to fully closed position.
 6. An automotive vehiclecomprising a centrally located passenger compartment intermediate of thefront and rear wheels thereof, a steam turbine overlying the set of rearwheels and geared thereto for driving the same, an external combustionchamber at the front of said vehicle and a pancake boiler comprising arectangular insulated casing extending generally the width and length ofthe passenger compartment of the vehicle and lying underneath the samewith the front end opening into said combustion chamber for free passageof the combustion products into said boiler, a longitudinal baffleseparating said boiler into two parallel counter flow gas passages,headers carried at respective ends of said passages and water heatingtube banks extending between said headers and in the path of saidcombustion products, an exhaust duct coupled to said boiler at the frontend and extending rearwardly along one side of said boiler forexhausting said combustion products from said vehicle, a large diameterintake duct concentrically positioned about said exhaust duct and spacedtherefrom to define an air intake passage running counter flow to saidexhaust duct passage, a blower carried by said combustion air intakepassage for delivering air under pressure to said combustion chamber andthence to said boiler for effecting heat transfer to the water withinsaid bank of tubes, a condenser carried at the forward end of saidvehicle, a steam drum, a heat exchanger, conduit means for deliveringexhaust steam from said turbine through said heat exchanger to saidcondenser and back through said heat exchanger to said stream drum, anda four-way valve for selectively directing exhaust steam from saidturbine through said heat exchanger, said condenser, and via a separatereturn path through said heat exchanger to said steam drum, or to fullyor partially bypass said condenser, and means responsive to thetemperature on the inlet side of said condensate pump for varying theposition of said four-way valve.